Narrative:

The flight progressed normally until I arrived at tpa when I was asked to circle and give way to a landing aircraft on runway 36L. I was on final for 09 and the landing gear was in the process of coming down, but when I acknowledged the tower transmission to give way, I realized that the gear was not down and had stopped its movement. I circled to the right and attempted to lower the landing gear by resetting the circuit breaker on the gear motor. This failed and then I took corrective action as was outlined in the emergency procedures in the flight manual. I pulled the landing gear relay circuit breaker, confirmed the landing gear handle was down, turned the clutch lever and attempted to move the landing gear emergency lever. Several efforts were made to move the lever, but the landing gear was bound tight. I next tried returning the clutch lever to the regular position and using the landing gear motor after resetting the gear motor circuit breaker as well as the relay circuit breaker. I got enough movement to get a nose gear light and then it stopped. I once again tried the previous procedure of using the manual gear extension and met with no luck. There was a tpa police helicopter that had just taken off at this time and either tower or I suggested that he take a look at the gear on a fly-by going down runway 36L's taxiway. The coordination was arranged and I slowed to approximately 80 KTS while going parallel to the runway and the police helicopter pulled up in formation and used his high power search light to examine the gear closely. His examination revealed that the main gear appeared to be down, but when the failure of the main gear lights were taken into consideration, it was decided to have the emergency units line the runway. I suspected the gear was not fully locked and would fail on the rollout. Tpa tower advised the emergency units were in placed and I commenced the approach. T/D was made nose high at approximately 80 KTS and the power was retarded. The engines were feathered as well as stop locked and secured on the roll. All appeared normal until I rolled over the intersection of runway 36R while landing on runway 09. The bump of the runway was enough when combined with the increased weight of the aircraft to break the actuators which were all that was holding the gear in place. The right wing hit rather firmly and the aircraft skidded for 20-30' before coming to a rest. Damage included the right propeller, right wing flap and wing tip, and a 3' X 4' section of the belly being ground down. All switched were double checked and the aircraft was removed from the runway.

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Original NASA ASRS Text

Title: ON APCH TO TPA IN SMT TURBO PROP TYPE ACFT, UNABLE TO OBTAIN PROPER GEAR LIGHT INDICATIONS, ON ROLLOUT GEAR COLLAPSED.

Narrative: THE FLT PROGRESSED NORMALLY UNTIL I ARRIVED AT TPA WHEN I WAS ASKED TO CIRCLE AND GIVE WAY TO A LNDG ACFT ON RWY 36L. I WAS ON FINAL FOR 09 AND THE LNDG GEAR WAS IN THE PROCESS OF COMING DOWN, BUT WHEN I ACKNOWLEDGED THE TWR XMISSION TO GIVE WAY, I REALIZED THAT THE GEAR WAS NOT DOWN AND HAD STOPPED ITS MOVEMENT. I CIRCLED TO THE RIGHT AND ATTEMPTED TO LOWER THE LNDG GEAR BY RESETTING THE CB ON THE GEAR MOTOR. THIS FAILED AND THEN I TOOK CORRECTIVE ACTION AS WAS OUTLINED IN THE EMER PROCS IN THE FLT MANUAL. I PULLED THE LNDG GEAR RELAY CB, CONFIRMED THE LNDG GEAR HANDLE WAS DOWN, TURNED THE CLUTCH LEVER AND ATTEMPTED TO MOVE THE LNDG GEAR EMER LEVER. SEVERAL EFFORTS WERE MADE TO MOVE THE LEVER, BUT THE LNDG GEAR WAS BOUND TIGHT. I NEXT TRIED RETURNING THE CLUTCH LEVER TO THE REGULAR POS AND USING THE LNDG GEAR MOTOR AFTER RESETTING THE GEAR MOTOR CB AS WELL AS THE RELAY CB. I GOT ENOUGH MOVEMENT TO GET A NOSE GEAR LIGHT AND THEN IT STOPPED. I ONCE AGAIN TRIED THE PREVIOUS PROC OF USING THE MANUAL GEAR EXTENSION AND MET WITH NO LUCK. THERE WAS A TPA POLICE HELI THAT HAD JUST TAKEN OFF AT THIS TIME AND EITHER TWR OR I SUGGESTED THAT HE TAKE A LOOK AT THE GEAR ON A FLY-BY GOING DOWN RWY 36L'S TXWY. THE COORD WAS ARRANGED AND I SLOWED TO APPROX 80 KTS WHILE GOING PARALLEL TO THE RWY AND THE POLICE HELI PULLED UP IN FORMATION AND USED HIS HIGH PWR SEARCH LIGHT TO EXAMINE THE GEAR CLOSELY. HIS EXAMINATION REVEALED THAT THE MAIN GEAR APPEARED TO BE DOWN, BUT WHEN THE FAILURE OF THE MAIN GEAR LIGHTS WERE TAKEN INTO CONSIDERATION, IT WAS DECIDED TO HAVE THE EMER UNITS LINE THE RWY. I SUSPECTED THE GEAR WAS NOT FULLY LOCKED AND WOULD FAIL ON THE ROLLOUT. TPA TWR ADVISED THE EMER UNITS WERE IN PLACED AND I COMMENCED THE APCH. T/D WAS MADE NOSE HIGH AT APPROX 80 KTS AND THE PWR WAS RETARDED. THE ENGS WERE FEATHERED AS WELL AS STOP LOCKED AND SECURED ON THE ROLL. ALL APPEARED NORMAL UNTIL I ROLLED OVER THE INTXN OF RWY 36R WHILE LNDG ON RWY 09. THE BUMP OF THE RWY WAS ENOUGH WHEN COMBINED WITH THE INCREASED WT OF THE ACFT TO BREAK THE ACTUATORS WHICH WERE ALL THAT WAS HOLDING THE GEAR IN PLACE. THE RIGHT WING HIT RATHER FIRMLY AND THE ACFT SKIDDED FOR 20-30' BEFORE COMING TO A REST. DAMAGE INCLUDED THE RIGHT PROP, RIGHT WING FLAP AND WING TIP, AND A 3' X 4' SECTION OF THE BELLY BEING GND DOWN. ALL SWITCHED WERE DOUBLE CHKED AND THE ACFT WAS REMOVED FROM THE RWY.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.